Vehicle thermal management system with vortex tube

ABSTRACT

A thermal management system for a vehicle includes a vortex tube having hot and cold air outlets. A heat exchanger is selectively in fluid communication with one of the hot and cold outlets. A coolant loop is in thermal communication with an electrical component and is arranged to pass coolant through the heat exchanger to transfer thermal energy between the coolant and an airstream of the one of the hot and cold outlets.

TECHNICAL FIELD

The present disclosure relates to thermal management systems for heatingand cooling a component of a vehicle, and more specifically to a thermalmanagement system including a vortex tube.

BACKGROUND

The need to reduce fuel consumption and emissions in automobiles andother vehicles is well known. Vehicles are being developed that reduce,or completely eliminate, reliance on internal-combustion engines.Electric and hybrid vehicles are one type of vehicle currently beingdeveloped for this purpose. Electric and hybrid vehicles include one ormore traction motors/generators that are powered by a traction battery.Electricity from the battery is conditioned by power electronics toprovide the desired voltage and current to the motor. The powerelectronics include an inverter, an inductor, circuits, DC/DC converter,and controllers. The traction battery, the motors/generators, and thepower electronics may require a thermal management system to regulatethe temperate of the components to achieve optimum operating conditions.

SUMMARY

According to one embodiment, a thermal management system for a vehicleincludes a vortex tube having hot and cold air outlets. A heat exchangeris selectively in fluid communication with one of the hot and coldoutlets. A coolant loop is in thermal communication with an electricalcomponent and is arranged to pass coolant through the heat exchanger totransfer thermal energy between the coolant and an airstream of the oneof the hot and cold outlets.

According to another embodiment, a vehicle includes a high-voltagesystem having a component requiring thermal management. A coolant systemhas conduit arranged to circulate coolant through the component and aheat exchanger to thermally regulate the component. A vortex tube isconfigured to generate hot and cold airstreams that are selectively influid communication with the heat exchanger to heat or cool the coolant.

According to yet another embodiment, a vehicle includes a vortex tubeconfigured to output hot and cold airstreams. A valve is connected tothe vortex tube to receive the hot and cold airstreams and has a ventand an outlet. A heat exchanger is in fluid communication with theoutlet and a component. A controller is programmed to actuate the valveto a heating position routing the hot airstream to the valve outlet andthe cold airstream to the vent.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram of an example hybrid vehicle.

FIG. 2 is a schematic diagram of an air-cooled thermal management systemfor a high-voltage system of the vehicle.

FIG. 3 is a schematic diagram of a vortex tube of the thermal managementsystem of FIG. 2.

FIG. 4 is a perspective view of a traction battery of the high-voltagesystem according to one or more embodiments.

FIG. 5 is a schematic diagram of another air-cooled thermal managementsystem for the high-voltage system of the vehicle.

FIG. 6A is a cross-sectional view of a rotary diverter valve shown in acooling position.

FIG. 6B is a cross-sectional view of the rotary diverter valve shown ina heating position.

FIG. 7A is a cross-sectional view of a spool valve shown in a heatingposition.

FIG. 7B is a cross-sectional view of the spool valve shown in a coolingposition.

FIG. 8 is a flow chart illustrating an algorithm for operating a thermalmanagement system of high-voltage system of the vehicle.

FIG. 9 is a schematic diagram of a liquid-cooled thermal managementsystem for a high-voltage system of the vehicle.

FIG. 10 is a flow chart illustrating an algorithm for operating thethermal management system of FIG. 9.

FIG. 11 is a perspective view of a traction battery of the high-voltagesystem according to one or more embodiments.

FIG. 12 is a schematic diagram of another liquid-cooled thermalmanagement system for a high-voltage system of the vehicle.

FIG. 13 is a schematic diagram of yet another liquid-cooled thermalmanagement system for a high-voltage system of the vehicle.

FIG. 14 is a cross-sectional view of a combined valve and heat-exchangerassembly according to one embodiment.

DETAILED DESCRIPTION

Embodiments of the present disclosure are described herein. It is to beunderstood, however, that the disclosed embodiments are merely examplesand other embodiments can take various and alternative forms. Thefigures are not necessarily to scale; some features could be exaggeratedor minimized to show details of particular components. Therefore,specific structural and functional details disclosed herein are not tobe interpreted as limiting, but merely as a representative basis forteaching one skilled in the art to variously employ the presentinvention. As those of ordinary skill in the art will understand,various features illustrated and described with reference to any one ofthe figures can be combined with features illustrated in one or moreother figures to produce embodiments that are not explicitly illustratedor described. The combinations of features illustrated providerepresentative embodiments for typical applications. Variouscombinations and modifications of the features consistent with theteachings of this disclosure, however, could be desired for particularapplications or implementations.

Referring to FIG. 1, an example plugin-hybrid electric vehicle (PHEV) isdepicted and referred to generally as vehicle 20. The vehicle 20includes a hybrid powertrain having a transmission 26, at least oneelectric machine such as motor 22 and generator 24, and an internalcombustion engine 30. Each electric machine may be an alternatingcurrent (AC) electric motor. The at least one electric machine receiveselectrical power and provides torque for vehicle propulsion. The atleast one electric machine also functions as a generator for convertingmechanical power into electrical power through regenerative braking.

The transmission 26 may be a power-split configuration. The transmission26 may house the motor 22 and the generator 24. A transmission outputgear is connected to a driveshaft 28 that is connected to a pair ofdriven wheels 35 through a differential 33. In other embodiments, thetransmission may not have a power-split configuration.

The vehicle 20 includes a high-voltage system 32 for providing power tothe motor 22 and the generator 24. The high-voltage system 32 includesan energy storage device, such as a traction battery 34 for storingelectrical energy. The battery 34 is a high-voltage battery that iscapable of outputting electrical power to operate the motor 22 and thegenerator 24 when they operate as motors. The battery 34 also receiveselectrical power from the motor 22 and the generator 24 when they areoperating as generators. The battery 34 may be a battery pack made up ofseveral battery modules (not shown), where each battery module containsa plurality of battery cells (not shown) that may be arranged in arrays.Other embodiments of the vehicle 20 contemplate different types ofenergy storage devices, such as capacitors and fuel cells (not shown)that supplement or replace the battery 34. A high-voltage buselectrically connects the battery 34 to the motor 22 and the generator24.

The vehicle includes a controller 36 for controlling the vehicleoperations. The controller 36 may be a plurality of controllersincluding a battery energy control module, a transmission controlmodule, a vehicle system controller, and others. The controller 36 isconfigured to receive inputs and to output control signals to variouscomponents of the vehicle including the battery 34, the engine 30, themotor 22, the generator 24, and the transmission 26. The vehiclecontroller 36 generally includes any number of microprocessors, ASICs,ICs, memory (e.g., FLASH, ROM, RAM, EPROM and/or EEPROM) and softwarecode to co-act with one another to perform a series of operations. Thecontroller 36 also includes predetermined data, or “look up tables” thatare based on calculations and test data and stored within the memory.The controller 36 communicates with other vehicle systems andcontrollers over one or more wired or wireless vehicle connections usingcommon bus protocols (e.g., CAN and LIN). Used herein, any reference to“a controller” refers to one or more controllers.

The high-voltage system 32 further includes a DC/DC converter 44, avariable voltage converter (VVC) 38, and an inverter 40. The VVC 38 andthe inverter 40 are electrically connected between the traction battery34 and the motor 22, and between the battery 34 and the generator 24.The VVC 38 “boosts” or increases the voltage potential of the electricalpower provided by the battery 34. The VVC 38 also “bucks” or decreasesthe voltage potential of the electrical power provided to the tractionbattery 34, according to one or more embodiments. The inverter 40inverts the DC power supplied by the traction battery 34 (through theVVC 38) to AC power for operating the electric machines 22, 24. Theinverter 40 also rectifies AC power provided by the electric machines22, 24, to DC for charging the traction battery 34. Other embodiments ofthe transmission 26 include multiple inverters (not shown), such as oneinvertor associated with each electric machine 22, 24. The VVC 38includes an inductor assembly 42.

In addition to providing energy for propulsion, the traction battery 34may provide energy for other vehicle electrical systems. The DC/DCconverter module 44 may convert the high voltage DC output of thetraction battery 34 to a low voltage DC supply that is compatible withother vehicle components. Other high-voltage loads, such as compressorsand electric heaters, may be connected directly to the high-voltagesupply without the use of a DC/DC converter module 44. In a typicalvehicle, the low-voltage systems are electrically connected to anauxiliary battery (not shown). Used herein, the term high-voltage refersto a working voltage greater than 30 volts AC or 60 volts DC. Althoughillustrated and described in the context of a PHEV 20, it is understoodthat the disclosure is equally applicable to other types of vehicles,such as fully electric vehicles.

One or components of the vehicle 20, such as the traction battery 34,the VVC 38, the inverter 40, the DC/DC 44, and the inductor 42, and thecontroller 36 may require thermal regulation to ensure optimalperformance. The following figures and associated text describe examplethermal management systems, and components thereof, for thermallyregulating one or more components of the high-voltage system 32 andother vehicle components.

Referring to FIGS. 2 and 3, a thermal management system 48 may be usedto thermally regulate a component 50 of the high-voltage system 32 suchas a traction battery, a VVC, an inverter, a DC/DC converter, acontroller, or an inductor. The thermal management system 48 is anair-cooled system that uses air as the heat-transfer fluid. The thermalmanagement system 48 includes a vortex tube 52 capable of generating hotand cold airstreams from compressed air drawn from outside the vehicle20. The vortex tube 52 includes an inlet 54 that receives compressed airfrom a pump 64. The pump 64 is connected to the inlet 54 by conduit 66.Compressed air flows through the inlet 54 and into a vortex generator 60that creates an outer air swirl that travels along a generation cylinder68 towards a control valve 62. The outer air swirl becomes hot as ittravels along the generation cylinder 68. The control valve 62 allows aportion of the outer air swirl to exit the vortex tube 52 through a hotair outlet 58 as a hot airstream. The control valve 62 forces theremaining air back through the generation cylinder 68 as an inner airswirl that travels within the outer air swirl. The inner air swirltransfers its heat to the outer air swirl causing the outer air swirl tobecome hotter and the inner air swirl to become colder. The inner airswirl exits the vortex tube 52 through a cold air outlet 56 as a coldairstream. U.S. Pat. No. 3,208,229, the contents of which are herebyincorporated by reference in their entirety, describes an example vortextube that may be utilized with the thermal management system 48.

The temperature differential between the hot and cold airstreams may bequite large. For example, the hot airstream may exit the vortex tube ata temperature of 100° Celsius (C) and the cold airstream may exit thevortex tube at a temperature of −40° C., or the temperature differentialmay be 30° C. As used herein, the terms “hot” and “cold” are terms ofrelativeness. A “hot airstream” refers to an airstream having atemperature greater than ambient, and “cold airstream” refers to anairstream having a temperature less than ambient.

The vortex tube 52 is connected to a diverter valve 70 that selectivelysupplies the hot or cold airstreams to the component 50. The valve 70may include a hot air inlet 72 connected to the hot air outlet 58 byconduit 80, and a cold air inlet 74 connected to the cold air outlet 56by conduit 82. In other embodiments, the vortex tube and the valve maybe packaged as a single unit. The valve 70 may include internalcomponents actuatable to route one of the hot and cold airstreams to avalve outlet 78 and to route the other of the hot and cold airstreams toa vent 76 depending upon the position of the valve. The valve outlet 78is connected to an inlet of the component 50 by conduit 84. Air exitingthe vent 76 is routed outside the vehicle 20 by conduit 86. In someembodiments, the vent 76 may be connected in fluid communication withanother vehicle fluid loop to heat or cool another component rather thandirectly exhausting the airstream outside of the vehicle.

The controller 98 controls operation of the valve 70 to provide the hotor cold airstreams to the component 50 depending upon the temperature ofthe component. The component 50 may include one or more temperaturesensors 88 configured to output a signal to the controller 98 indicativeof a temperature of the battery. If the battery is above a firstthreshold temperature, then the controller 98 may actuate the valve 70to output the cold airstream to cool the battery. If the battery isbelow a second threshold temperature, then the controller 98 may actuatethe valve 70 to output the hot airstream to heat the battery.

The air entering the component 50 may be routed through one or moreplenums and passageways to cool individual portions of the component.The component may have a housing defining an air chamber through whichair is circulated. Heat generating portions of the component 50 mayinclude fins disposed in the chamber to transfer thermal energy to andfrom the passing airstream. A fan 90, or other lower pressure generatingdevice, may be disposed within the air chamber to maintain propervelocity of the airstream and to reduce back pressure on the thermalmanagement system 48. Air exiting the component 50 may be routed outsidethe vehicle 20 by an exhaust conduit 92 as illustrated, or may be routedto another vehicle component.

Referring to FIG. 4, the component 50 may be a traction battery assemblysuch as example air-cooled traction battery 130. Of course, other typesof air-cooled traction batteries are known and this disclosure is notlimited to any particular design. The battery 130 includes an array ofbattery cells 132 that are sandwiched between a pair of endplates 134.An inlet plenum 136 is disposed on one side of the array and an outletplenum 138 is disposed on the other side of the array. The battery cells132 are stacked in the array so that air passages are defined betweenthe individual cells. The air passages are in fluid communication withthe plenums 136 and 138 and allow air to flow from the inlet plenum 136,through the array of cells, and into the outlet plenum 138. Theairstream passing through the cells 132 either heats or cools the cellsdepending upon operating conditions. Spacers may be provided between thecells 132 to create the air passages.

The inlet plenum 136 may include an inlet port 140 that is connected toconduit, such as conduit 84, that connects the inlet port 140 with theoutlet of the diverter valve, e.g., outlet 78. The battery 130 mayinclude a fan 144 to increase air circulation through the battery and toreduce back pressure on the system. The fan 144 may be located at thedistal end of the outlet plenum 138. The outlet plenum 138 includes anoutlet port 142 that is connected to a battery-exhaust conduit, such asconduit 92.

Referring to FIG. 5, another thermal management system 100 is configuredto thermally regulate a first component 102 and a second component 104of the high-voltage system 32 such as a traction battery, an inverter, aVVC, a DC/DC converter, and/or an inductor.

Thermal management system 100 may include a first cooling subsystem 106and a second cooling subsystem 108. These two subsystems may be capableof operating independently of each other. For example, the firstsubsystem 106 may be capable of heating the first component 102 whilethe second subsystem 108 is simultaneously cooling second component 104.

The first subsystem 106 includes a vortex tube 110 configured togenerate hot and cold airstreams from compressed air supplied by a pump112. The hot and cold airstreams are supplied to a diverter valve 118 byconduit 121 and conduit 122, respectively. The valve 118 is configuredto selectively provide the airstreams to either the first component 102via conduit 125 or to the outside air via conduit 123 depending uponthermal needs of the first component 102. If the first component 102 isbeing cooled, the cold airstream is routed to the first component 102and the hot airstream is exhausted to the atmosphere, and, if the firstcomponent 102 is being heated, the hot airstream is routed to thecomponent 102 and the cold airstream is exhausted to the atmosphere.

The subsystem 108 also includes a vortex tube 120 configured to generatehot and cold airstreams from compressed air supplied by a pump 122.Similar to subsystem 106, the subsystem 108 also includes a divertervalve 124 that selectively supplies the hot and cold airstreams to thesecond component 104 depending upon if the second component is beingheated or cooled. If the component 104 is being cooled, the coldairstream is routed to the component 104 by conduit 127 and the hotairstream is exhausted to the atmosphere by conduit 129, and, if thebattery is being heated, the hot airstream is routed to the component104 and the cold airstream is exhausted to the atmosphere. In otherembodiments, the unused airstream may be routed to other vehiclecomponents rather than exhausted to the atmosphere.

FIGS. 6A-7B illustrate example diverter valves that may be used with thethermal management systems 48, 100, or similar system. Other types ofvalves are known by persons skilled in the art and this disclosure isnot limited to any particular valve design. Referring to FIGS. 6A and6B, a rotary diverter valve 150 includes a body 152 defining a hot airinlet 154, a cold air inlet 156, a vent 158, and a valve outlet 160. Thehot air inlet 154 is connected to the hot air outlet of a vortex tube byconduit, e.g., conduit 80, and the cold air inlet 156 is connected tothe cold air outlet of the vortex tube by conduit, e.g., conduit 82.

The body 150 may define a cylindrical bore that receives an innercylinder 162. The inner cylinder 162 is rotatable relative to the body152 and defines a first fluid channel 164 and a second fluid channel166. The fluid channels connect the hot and cold air inlets 154, 156 toeither the vent 158 and the valve outlet 160 depending upon therotational position of the inner cylinder 162 relative to the body 150.FIG. 6A illustrates the valve 150 actuated to a cooling position 151 inwhich the cold air inlet 156 is connected in fluid communication withthe valve outlet 160 by the first fluid channel 164 and the hot airinlet 154 is connected in fluid communication with the vent 158 by thesecond fluid channel 166. The valve 150 may be actuated to a heatingposition 153 by rotating the inner cylinder 162 so that the hot airinlet 154 is connected in fluid communication with the valve outlet 160via the channel 166 and the cold air inlet 156 is connected in fluidcommunication with the vent 158 via the channel 164. The valve 150 mayinclude an electric motor (not shown) or other device that rotates theinner cylinder 162 to switch the valve 150 between the heating position153 and the cooling position 151.

Referring to FIGS. 7A and 7B, in other embodiments the diverter valvemay be a spool valve, such as spool valve 170. The spool valve 170includes a valve body 172 defining a valve bore 174 that may becylindrical in shape. A plurality of lands such as a first land 176, asecond end 178, and a third land 180 are disposed within the valve bore174. The lands may be disk-shaped having a diameter that approximatesthe diameter of the bore 174. The edges of the lands engage with thewalls of the bore 174 to form an air-tight seal. Each of the lands aresupported on a spool 182 at spaced intervals to define air passagewaysbetween adjacent lands.

The valve body 172 defines a hot air inlet 186 that is in fluidcommunication with the hot air outlet of the vortex tube and a cold airinlet 188 is in fluid communication with the cold air outlet of thevortex tube. One or more conduits, such as conduits 80 and 82, mayconnect between the valve body 172 to the vortex tube. Unlike the valve150, which had a shared vent 158 and a shared valve outlet 160, thespool valve 170 has a dedicated outlet and a dedicated vent for each hotand cold air inlet. For example, the valve body 172 defines a hot airoutlet 190, a hot air vent 192, a cold air outlet 194, and a cold airvent 196. The hot and cold air outlets 190, 194 are in fluidcommunication with the component to be thermally regulated, such ascomponent 50, and the vents 192, 196 are connected to conduits thatroute the vented airstreams outside the vehicle or to other vehiclecomponents.

The spool 182 is axially movable within the bore 174 to switch the valve150 between at least a heating position (FIG. 7A) and a cooling position(FIG. 7B). The valve 170 includes an actuator 184 operable to move thespool 182. The actuator may be an electric motor or a linear motor. Inthe heating position, the spool 182 is positioned so that the first land176 closes the hot air vent 192 and the hot air outlet 190 is open. Afirst fluid channel 198 is defined between the first and second lands176, 178 to route the hot airstream from the hot air inlet 186 to thehot air outlet 190. The cold air outlet 194 is closed by the third land180 and the cold air vent 196 is open. A second fluid channel 200 isdefined between the third land 180 and an end of the bore 174 to routethe cold airstream from the cold air inlet 188 to the vent 196.

In the cooling position, the spool 182 is positioned so that the firstland 176 closes the outlet 190 and the vent 192 is open. A third fluidchannel 202 is defined between an end of the bore 174 and the first land176 to route the hot airstream to the vent 192. The vent 196 is closedby the third land 180 and the cold air outlet 194 is open. The secondland 178 the third land 180 cooperate to define a fourth fluid channel204 that routes the cold airstream from the inlet 188 to the outlet 194.

The controller 98 is programmed to operate the above described thermalmanagement system 48 to effectuate thermal regulation of the componentor components to be heated or cooled. Control logic or functionsperformed by controller may be represented by flow charts or similardiagrams in one or more figures. These figures provide representativecontrol strategies and/or logic that may be implemented using one ormore processing strategies such as event-driven, interrupt-driven,multi-tasking, multi-threading, and the like. As such, various steps orfunctions illustrated may be performed in the sequence illustrated, inparallel, or in some cases omitted. Although not always explicitlyillustrated, one of ordinary skill in the art will recognize that one ormore of the illustrated steps or functions may be repeatedly performeddepending upon the particular processing strategy being used. Similarly,the order of processing is not necessarily required to achieve thefeatures and advantages described herein, but is provided for ease ofillustration and description. The control logic may be implementedprimarily in software executed by a microprocessor-based vehicle,engine, and/or powertrain controller, such as controller 98. Of course,the control logic may be implemented in software, hardware, or acombination of software and hardware in one or more controllersdepending upon the particular application. When implemented in software,the control logic may be provided in one or more computer-readablestorage devices or media having stored data representing code orinstructions executed by a computer to control the vehicle or itssubsystems. The computer-readable storage devices or media may includeone or more of a number of known physical devices which utilizeelectric, magnetic, and/or optical storage to keep executableinstructions and associated calibration information, operatingvariables, and the like.

FIG. 8 is a flowchart 201 of an algorithm for controlling the thermalmanagement system 48. Similar algorithms may be used to control thermalmanagement system 100. The controller 98 receives a signal from thetemperature sensor 88 indicative of a current temperature of thecomponent 50 at operation 203. The controller 98 then compares thecomponent temperature to a first threshold temperature (temp₁) todetermine if the component 50 requires heating at operation 205. If thebattery temperature is less than the first threshold temperature,control passes to operation 206 and the controller instructs the valve70 to actuate to the heating position. In the heating position, thevalve 70 routes the hot airstream to the component 50. The pump 64 isenergized, if the pump is OFF, at operation 207 causing the vortex tube52 to generate the hot and cold airstreams. The fan 90 is also energizedat this time if it is OFF.

If no at operation 205, control passes to operation 206 and thecontroller 98 determines if the component temperature is greater than asecond threshold temperature (temp₂). If no, control loops back tooperation 203. If yes, control passes to operation 209 and the valve 70is actuated to the cooling position. In the cooling position, the valve70 routes the cold airstream to the component 50. At operation 211 thepump 64 is energized if it is OFF. The fan 90 is also energized at thistime if it is OFF.

In the previous embodiments, the thermal management systems wereair-cooled systems in which the hot and cold airstreams, generated bythe vortex tube, were selectively circulated across thecomponent/components to be thermally regulated. In the followingembodiments, the thermal management systems include a coolant loop inwhich the component/components to be thermally regulated are liquidcooled by a liquid coolant, and a heat exchanger is used to transferthermal energy between the hot and cold airstreams of the vortex tubeand the coolant of coolant loop.

Referring to FIG. 9, a thermal management system 210 may be used tothermally regulate a component 212 of the high-voltage system 32 such asa traction battery, a VVC, an inverter, an inductor, or other component.The thermal management system 210 includes a vortex tube 214 capable ofgenerating hot and cold airstreams from compressed air provided by apump 215.

Hot and cold air outlets 216 and 218 of the vortex tube 214 areconnected in fluid communication with a diverter valve 220. The valve220 includes a hot air inlet 222, a cold air inlet 224, a vent 226, anda valve outlet 228. Other valve designs may include dedicated inlets andoutlets for each of the hot and cold airstreams. The valve 220 includesinternal components actuatable to route one of the hot and coldairstreams to the valve outlet 228 and to route the other of the hot andcold airstreams to the vent 226 depending upon the thermal needs of thecomponent 212. The valve 220 may be the same or similar to theillustrated valves disclosed herein, or may be any kind of valve knownby those having ordinary skill in the art.

The valve outlet 228 is connected in fluid communication with a heatexchanger 230 by conduit 231. The heat exchanger 230 may include ahousing 232 that defines an interior 234 for receiving an airstream fromthe valve outlet 228. The housing 232 may include an air inlet port 236and air outlet port 238 for circulated air into and out of the interior234. The inlet and outlet ports may be located on opposing sides of thehousing 232. The inlet port 236 may be connected to the conduit 231, andthe outlet port 238 may be connected to an exhaust conduit 240 thatcarries the exiting airstream outside of the vehicle 20. A fan 239associated with the heat exchanger 230 draws air through the interior234 to reduce back pressure on the system. The fan 239 may be externalto the housing 232 or within the interior 234. The fan 239 may part ofthe heat exchanger 230 or may be a standalone unit located upstream ordownstream of the heat exchanger 230.

A coolant system 242, associated with the component 212, is configuredto circulate a liquid coolant, such as ethylene glycol, to heat and/orcool the component 212 as needed. The coolant system 242 includes a pump244 for circulating the coolant. A supply line 246 carries coolant fromthe pump 244 to the component 212, and a return line 248 carries coolantback to the pump. A reservoir 250 may be connected to the return line248.

The coolant system 242 is in fluid communication with the heat exchanger230 so that thermal energy can be transferred between the coolant andthe airstreams of the vortex tube 214. The heat exchanger 230 mayinclude a heat-exchange element 252, commonly referred to as a core,disposed within the interior 234 between the inlet and outlet ports 236,238 so that the airstream flowing through the housing 232 passes throughthe heat-exchange element 252. The heat-exchange element 252 may includetubes for conveying coolant and a plurality of fins 254 for exchangingthermal energy between the airstream and the coolant. The heat-exchangeelement 254 has inlet and outlet ports connected to the return line 248and the supply line 246, respectively. During operation, the pump 244circulates coolant through the heat-exchange element 252 to exchangethermal energy between the coolant and the airstream passing through theheat-exchange element 252.

A controller 256 may be electrically connected, either directly orindirectly, with at least the vortex tube 214, the pump 215, the valve220, the heat exchanger 230, the pump 244, the component 212, and atemperature sensor 258. The controller 256 is programmed to receiveinputs, such as a current temperature of the component 212 from thetemperature sensor 258, determine the thermal needs of the component 212based on these inputs, and output instructions to the various componentsof the thermal management system 210 to effectuate thermal regulation ofthe component 212.

FIG. 10 illustrates an algorithm 270 for controlling the thermalmanagement system 210. At operation 272 the controller 256 receives asignal from the battery temperature sensor 258 indicative of a currenttemperature of the component 212. The controller 256 then compares thecomponent temperature to a first threshold temperature (temp₁) todetermine if the component requires heating at operation 274. If thetemperature is less than the first threshold temperature, control passesto operation 276 and the controller instructs the valve 220 to actuateto the heating position. In the heating position, the valve 220 isactuated so that the hot air inlet 222 is in fluid communication withthe valve outlet 228 and the cold air inlet 224 is in fluidcommunication with the vent 226. This causes the hot airstream to berouted to the heat exchanger 230 and the cold airstream to be vented tothe atmosphere or to another vehicle component. If the pump is OFF, itis energized at operation 278 causing the vortex tube 214 to generatethe hot and cold airstreams. The pump 244 of the coolant system 242 isalso energized at this time if it is OFF. The coolant system 242 maycirculate coolant through the component 212 even when the component isnot being actively cooled or heated to increase temperature uniformityof the component.

If no at operation 274, control passes to operation 280 and thecontroller determines if the component temperature is greater than asecond threshold temperature (tempt). If no, control loops back tooperation 272. If yes, control passes to 282 and the valve 220 isactuated to the cooling position. In the cooling position, the valve 220is actuated so that the cold air inlet 224 is in fluid communicationwith the vent outlet 228 and the hot air inlet 222 is in fluidcommunication with the vent 226. This causes the cold airstream to berouted to the heat exchanger 230 and the hot airstream to be vented. Atoperation 284 the pump 215 is energized if it is OFF. The pump 244 ofthe coolant system 242 is also energized at this time if it is OFF.

Referring to FIG. 11, in one or more embodiments, the component 212 is atraction battery 286 that may include a thermal plate 288 (also known asa cold plate) in fluid communication with the coolant system 242. Thethermal plate 288 may include an inlet 294 connected to the supply line246 and an outlet 296 connected to the return line 248. Battery arrays290 are disposed on the plate 288 with cells 292 of the battery inthermal contact with a top of the thermal plate 288. Coolant iscirculated through internal pipes of the thermal plate 288 so that heatis added or removed from the battery cells 292 to thermally regulate thebattery 286. In other embodiments, a plurality of fins, in thermalcommunication with the coolant, may be interleaved with the cells 292 tothermally regulate the battery. Many types of liquid-cooled batteriesare known to a person having ordinary skill in the art and thisdisclosure is not limited to any particular traction battery design.

Referring to FIG. 12, another thermal management system 300 is used tothermally regulate at least two components of the high-voltage system32. The system 300 includes a vortex tube 302 in fluid communicationwith a valve 304 that selectively routes the hot and cold airstreams toa heat exchanger 306. The heat exchanger 306 is in fluid communicationwith a coolant loop 308 to add or remove heat from coolant circulatingthrough the loop 308. The coolant loop 308 is arranged to thermallyregulate a first component 310 and a second component 312 of thehigh-voltage system 32. The components 310, 312 may be arranged inseries with coolant flowing from the heat exchanger 306 to the firstcomponent 310 by a first conduit 314 and subsequently flowing from thefirst component 310 to the second component 312 by a second conduit 316.A return conduit 318 connects between the second component 312 and theheat exchanger 306. The components 310, 312 may be arranged so that thefirst component 310 has a smaller thermal demand than the secondcomponent 312 so that the coolant entering the second component 312 isnot too hot or too cold to thermally regulate the second component.

In other embodiments, the first and second component 310, 312 may bearranged in a parallel-cooling arrangement in which each component 310,312 has a dedicated a loop. A single or multiple heat exchangers may beused in the parallel-cooling arrangement. One advantage of aparallel-cooling arrangements is that the upstream component does notaffect the coolant temperature entering the downstream component.

The first and second components may be selected from a group consistingof: a traction battery assembly, an inverter, an inductor, a variablevoltage converter, and an electronic control module. In one embodiment,the first component may be a traction battery and the second componentmay be an inverter. In another embodiment, the first component may beDC/DC converter and the second may be an electronic control module.Other combinations are contemplated by this disclosure.

Referring to FIG. 13, yet another thermal management system 350 is usedto thermally regulate a component 352 such as a traction battery, aninductor, an inverter, or other component of the high-voltage system 32.The thermal management system 350 includes a vortex tube 356 configuredto generate hot and cold airstreams used to heat or cool the component352. The component 352 is liquid cooled and includes a coolant loop 358configured to circulate coolant through the component 352. A heatexchanger 354 is in fluid communication with the vortex tube 356 and thecoolant loop 358 to transfer thermal energy between the airstream andthe coolant. A valve may be used to selectively route the hot or coldairstreams to the heat exchanger 354. In the previously illustratedembodiments, the valve and the heat exchanger were separate units, but,in other embodiments, the valve and the heat exchanger are integrated ina single assembly as shown in FIGS. 13 and 14.

The heat exchanger 354 has a heat-exchange element 360, commonlyreferred to as a core, disposed in a housing 366 of the heat exchanger354. A valve 362 is also disposed in the housing 366 at a locationupstream of the element 360. The valve 362 is configured to selectivelyroute one of the hot and cold airstreams through the element 360 androute the other of the airstreams to a vent 364 defined in the housing366. The element 360 is configured to transfer thermal energy betweenthe coolant and the hot and cold airstreams generated by the vortex tube356. When the component 352 is to be cooled, the valve 362 routes thecold airstream through the element 360, and when the component is to beheated, the valve 362 routes the hot airstream through the element 360.The valve 362 may be a spool valve such as the one shown in FIGS. 7A and7B, a cylinder valve such as the one shown in FIGS. 6A and 6B, one ormore doors, or any other type of valve known in the art.

FIG. 14 illustrates an example heat exchanger 370 that may be used withthe thermal management system 350. The heat exchanger 370 includes ahousing 372 that defines an interior 374. A heat-exchange element 376,commonly referred to as a core, is disposed within the interior 374 andextends between a pair of sidewalls 378 and 380. The element 376 is influid communication with a coolant loop.

A front wall 382 of the housing 372 defines a hot air inlet 384 and acold air inlet 386. The hot and cold air inlets 384, 386 receive hot andcold airstreams from the vortex tube, respectively. The housing 372 hasa dividing wall 394 disposed between the inlets 384 and 386 to preventthe hot and cold airstreams from mixing. The housing 372 also has a hotair outlet 388 defined in the sidewall 378 and a cold air outlet 390defined in the sidewall 380.

A valve 392 controls the flow of the hot and cold airstreams within theinterior 374 of the heat exchanger 370 by either passing the airstreamto the element 376 or diverting the airstream to its respective outlet.The valve 392 may include a hot air door 396 pivotally attached to thesidewall 378 and a cold air door 398 pivotally attach the sidewall 380.The hot air door 396 is pivotal between an open position in which thehot airstream is allowed to pass to the heat-exchange element 376 and aclosed position in which the hot airstream is routed to the outlet 388.The cold air door 398 is pivotal between an open position in which thecold airstream is allowed to pass to the heat-exchange element 376 and aclosed position in which the cold airstream is routed to the outlet 390.In FIG. 14, the hot air door 396 is shown in the open position and thecold air door 398 shown in the closed position, which is the heatingposition. (Phantom lines illustrate the doors in the cooling position).

A vent 400 is defined in a back wall 402 of the housing 372 to allow airto exit the heat exchanger 370. A fan 404 may be located proximate tothe vent 400 to increase air circulation through the interior 374 andprevent back pressure on the system. The fan 404 may be locatedexternally to the interior 374 as illustrated or may be disposed withinthe interior 374 in other embodiments.

While example embodiments are described above, it is not intended thatthese embodiments describe all possible forms encompassed by the claims.The words used in the specification are words of description rather thanlimitation, and it is understood that various changes can be madewithout departing from the spirit and scope of the disclosure. Aspreviously described, the features of various embodiments can becombined to form further embodiments of the invention that may not beexplicitly described or illustrated. While various embodiments couldhave been described as providing advantages or being preferred overother embodiments or prior art implementations with respect to one ormore desired characteristics, those of ordinary skill in the artrecognize that one or more features or characteristics can becompromised to achieve desired overall system attributes, which dependon the specific application and implementation. These attributes caninclude, but are not limited to cost, strength, durability, life cyclecost, marketability, appearance, packaging, size, serviceability,weight, manufacturability, ease of assembly, etc. As such, embodimentsdescribed as less desirable than other embodiments or prior artimplementations with respect to one or more characteristics are notoutside the scope of the disclosure and can be desirable for particularapplications.

What is claimed is:
 1. A thermal management system for a vehiclecomprising: a vortex tube including hot and cold air outlets; a heatexchanger selectively in fluid communication with one of the hot andcold outlets; an electrical component; and a coolant loop in thermalcommunication with the component and arranged to pass coolant throughthe heat exchanger to transfer thermal energy between the coolant and anairstream of the one of the hot and cold outlets.
 2. The thermalmanagement system of claim 1, wherein the component is a tractionbattery assembly.
 3. The thermal management system of claim 1 furthercomprising a valve in fluid communication with the hot and cold airoutlets and operable to selectively route a hot airstream form the hotair outlet or a cold airstream from the cold air outlet to the heatexchanger.
 4. The thermal management system of claim 3, wherein thevalve further includes a cold air inlet connected to the cold airoutlet, a hot air inlet connected to the hot air outlet, a ventselectively in fluid communication with at least one of the inlets, anda valve outlet selectively in fluid communication with at least one ofthe inlets and connected to the heat exchanger.
 5. The thermalmanagement system of claim 4, wherein the valve defines internal fluidchannels arranged to connect the hot air inlet in fluid communicationwith the valve outlet when the valve is in a heating position, andarranged to connect the hot air inlet in fluid communication with thevent when the valve is in a cooling position.
 6. The thermal managementsystem of claim 5, wherein the valve further defines internal fluidchannels arranged to connect the cold air inlet in fluid communicationwith the vent when the valve is in the heating position, and arranged toconnect the cold air inlet in fluid communication with the valve outletwhen the valve is in the cooling position.
 7. The thermal managementsystem of claim 3, wherein the valve further includes a cold air inletconnected to the cold air outlet, a hot air inlet connected to the hotair outlet, a first vent, a second vent, and first and second outletseach connected to the heat exchanger, wherein the cold air inlet is influid communication with the first vent, and the hot air inlet is influid communication with the second valve outlet to route the hotairstream to the heat exchanger when the valve is in a heating position.8. The thermal management system of claim 7, wherein the hot air inletis in fluid communication with the second vent and the cold air inlet isin fluid communication with the first outlet to route the cold airstreamto the heat exchanger when the valve is in a cooling position.
 9. Thethermal management system of claim 3 further comprising a controllerprogrammed to: in response to the electrical component being below afirst threshold temperature, actuate the valve to route the hotairstream from the hot air outlet to the heat exchanger to heat thecoolant; and in response to the electrical component exceeding a secondthreshold temperature, actuate the valve to route the cold airstreamform the cold air outlet to the heat exchanger to cool the coolant. 10.The thermal management system of claim 1, wherein the heat exchangerincludes a housing defining a chamber, a hot air inlet port connected tothe hot air outlet port, and a cold air inlet port connected to the coldair outlet port, the heat exchanger further including a heat-transferelement disposed in the chamber and in fluid communication with thecoolant loop and a valve operable to selectively connect one of the hotand cold air inlets in fluid communication with the heat-transferelement.
 11. A vehicle comprising: a high-voltage system including acomponent requiring thermal management; a coolant system includingconduit arranged to circulate coolant through the component and a heatexchanger to thermally regulate the component; and a vortex tubeconfigured to generate hot and cold airstreams that are selectively influid communication with the heat exchanger to heat or cool the coolant.12. The vehicle of claim 11, wherein the vortex tube has a hot airoutlet and a cold air outlet configured to port the hot and coldairstreams, respectfully, and further comprising a valve connected influid communication with the hot air outlet, the cold air outlet, andthe heat exchanger, wherein the valve is operable to selectively routeone of the hot and cold airstreams to the heat exchanger based on aposition of the valve.
 13. The vehicle of claim 11, wherein the vortextube has a hot air outlet and a cold air outlet configured to port thehot and cold airstreams, respectfully, and wherein the heat exchangerincludes a housing defining a hot air inlet connected to the hot airoutlet and a cold air inlet connected to the cold air outlet, the heatexchanger further including a heat-exchange element disposed in thehousing and a valve disposed in the housing and operable to selectivelyroute one of the hot or cold airstream to the heat-exchange element. 14.The vehicle of claim 11, wherein the component is selected from a groupconsisting of: a traction battery assembly; an inverter; an inductor; avariable voltage converter; and an electronic control module.
 15. Thevehicle of claim 11, wherein the high-voltage system further includes asecond component requiring thermal management, wherein the coolantsystem further includes conduit arranged to circulate coolant throughthe second component to thermally regulate the second component.
 16. Avehicle comprising: a vortex tube configured to output hot and coldairstreams; a valve connected to the vortex tube to receive the hot andcold airstreams and including a vent and an outlet; a component; a heatexchanger in fluid communication with the outlet and the component; anda controller programmed to actuate the valve to a heating positionrouting the hot airstream to the valve outlet and the cold airstream tothe vent.
 17. The vehicle of claim 16, wherein the controller is furtherprogrammed to actuate the valve to a cooling position routing the coldairstream to the heat exchanger and the hot airstream to the vent. 18.The vehicle of claim 16, wherein the valve further includes a secondvent and a second valve output and defines internal channels thatselectively connect the hot air inlet to the valve output and the secondvent, and connect the cold air inlet to the second valve outlet and thevent, and wherein the controller is further programmed to actuate thevalve to a cooling position routing the cold airstream to the secondvalve outlet and the hot airstream to the second vent.
 19. The vehicleof claim 16, wherein the valve is a spool valve.
 20. The vehicle ofclaim 16, wherein the component is selected from a group consisting of:a traction battery, an inverter, a variable voltage converter, aninductor, and an electronic control module.